Carrier systems



Aug. 17, 1965 Filed May 2'?. 1960 www Aug. 17, 196s Filed May 27. 1960 H. A. GORJANC CARRIER SYSTEMS 4 Sheets-Sheet 2 Aug. 17, 1965 H. A. GoRJANc CARRIER SYSTEMS 4 Sheets-Sheet 3 Filed May 27. 1960 Haw/WA 6am/'ANC 'l Arron/v Aug. 17, 1965 H. A. GORJANC l 3,200,766 *6 v CARRIER SYSTEMS Filed May 27. 1960 4 Sheets-Sheet 4 v Arron/Veys United States Patent O M 3,26%,766 CARRIER SYSTEMS Henry A. (lontane7 Wickliiie, Unio, assigner to The Cleveland Crane da Engineering Company, Wickliie, Ghia, a corporation of (Ehio Filed May 27, 196i?, Ser. No. 32,338 4 Claims. (Cl. idd-83) The present invention relates to material handling equipment and particularly to carrier systems incorporating a self-propelled electrically-powered carrier movable along a trackway.

One of the principal objects of the invention is the provision of a novel and improved carrier system including a trackway comprising a closed loop, a power propelled carrier supported on and movable along the trackway, a plurality of nroups of control areas along the trackway at which control areas a carrier controlling operation such as a track switching function or a carrier operating function, or at which an oil track function, such as stopping or starting a piece of equipment adjacent to the track may be performed, a carrier mounted stepping relay for counting the control areas, and means for automatically effecting a selected operation and for resetting the stepping relay after a preselected number of control areas of a group has been counted.

Another object of the invention is the provision of a novel and improved carrier system including a trackway comprising a closed loop, a power propelled carrier supported on and movable along the trackway, a plurality of groups of control areas along the trackway at each of which control areas a carrier controlling operation such as a track switching function or a carrier operating function, or at which an off track function such as stopping or starting a piece of equipment adjacent to the track may be performed, a carrier mounted stepping relay for counting the control areas, carrier mounted selector means for electing a count of control areas of each group at which counts selected operations are to be performed, and means for resetting the stepping relay each time the relay has made a selected count.

A further object of the invention is the provision of a system of the character referred to including a group selecting stepping relay for selectively connecting the control area selecting stepping relay for operation with the different selector means in carrier controlling circuits and means for automatically stepping the group selecting relay each time the control area stepping relay has made a selected count.

Another object of the invention is the provision of a novel and improved carrier system including a trackway comprising a closed loop, a power propelled carrier supported on and movable along the trackway, a loading station and a plurality of work stations along the trackway, means for dispatching the carrier to any one of said stations from any other of said stations and means for automatically causing the carrier to travel directly to the loading station from any of the work stations to initiate a carrier operation or an olf track operation at the selected station if and as desired.

Another object of the invention is the provision of a novel and improved carrier system including a trackway having a main track and a branch track branching therefrom and exiting onto the main track, a plurality of power propelled carriers supported on and movable along vthe trackway, a track switch at the exit of the branch track and means for controlling movements of the carriers as they approach the track switch at the exit of the branch track from the main track and from the branch track so as to prevent interference therebetween.

Another object of the invention is the provision of a novel and improved carrier system including a trackway,

3,2%,765' Patented Aug. 17, 1965 ICC a plurality of power propelled carriers supported on and movable along the trackway, a movable track switch, a carrier blocking system adjacent the track switch and control switches operated in response to movement of the track switch, one control switch being employed solely to control the blocking system and the other control switch being employed solely for controlling the circuit which actuates the track switch.

The invention further resides in certain novel features of construction, com1 inations and arrangements of parts, and further objects and advantages of the invention will be apparent from the following description of the preerred embodiment described with reference to the accompanying drawings forming a part of this specification in which similar reference characters designate corresponding parts and in which:

FiG. l is a plan view of a portion of a trackway of an overhead monorail system embodying the invention and having a main track, branch tracks and subbranch track FlG. 2 is a detailed plan view of a track entrance switch including an across-the-line diagram of the motor circuit;

FG. 3 is a schematic electrical diagram of a blocking system associated with a track entrance switch in the trackway of FIG. l;

FIG. 4 is a schematic electrical diagram of a blocking system associated with a track exit switch in the trackway of FIG. l;

FlGS. 5a, 5b, and 5c are schematic representations of the track switch of FlG. 2 shown respectively in straight or main track position, an intermediate position between straight track and curved or branch track position and curved track position;

FIG. 6 is a sectional view of the system approximately on the line 6 6 of FIG. 1 and showing one of a plurality of self-propelled carriers of the system in end elevation;

FlG. 7 is an enlarged View of the operators control panel depending from the carrier of FG. 6;

FlG. 8 is an acrossethe-line electrical diagram of an automatic control circuit incorporated in the carrier of PEG. 6; and

FIG. 9 is an elevational View of one of the ratchet type stepping relays with a reset mechanism employed in the carrier shown in FIG. 6.

While a particular carrier system is shown in the drawings and hereinafter described, it is to be understood that the invention is susceptible of other embodiments, constructions and arrangements and is particularly applicable to systems wherein a self-propelled carrier is to be selectively dispatched from any one of a plurality of stations along a trackway to another of the stations.

In general, the carrier system of the present invention includes a carrier adapted to be selectively dispatched along a trackway from a loading station to any one of a plurality of work stations along the trackway and/ or from any one of the work stations to another of the work stations. The routing and station selection of the carrier is controlled by means at control areas along the trackway and by means on the carrier including preselect means settable by an operator for permitting the selection of a station to which the carrier is to be dispatched and means including a resettable stepping relay actuated by means at the control areas. The trackway preferably comprises a closed loop and the carrier includes means for automatically dispatching the carrier directly to the loading station from any one of the work stations. Where track switches are employed the invention also contemplates an improved carrier blocking system in association with the track entrance and track exit switches to control movements of the carriers as they approach the track switches.

Referring to the drawings, there is shown in FlG, l a

portion of a trackway, represented generally by the numeral l, of a carrier system in which the invention is embodied. The trackway shown is of the inverted T- shaped overhead monorail type and is adapted to be traveled in a clockwise direction by one or more selfpropelledV carriers and comprises a substantially rectangular main track including side sections 2 and 3 connected by two end sections only one of which designated by the numeral 4 is illustrated. The trackway also includes branch tracks S and 6 extending from the main track section 2 to the main track section 3 and subbranch tracks 7 through 2id and 15 through 22 extending respectively from the branch tracks and 6.

The subbranch tracks 7 through 14 are connected t-o a track section 22 leading into the section 3 of the main track. The subbranch tracks through 22 are connected to a track section (not shown) similar to the track section 22.

Two branch tracks and eight subbranch tracks extending from each branch track are illustrated but any desired track arrangement of main tracks, branch tracks, subbranch tracks and/ or sub-subbranch tracks, etc. may be employed. The branch tracks 5 and 6 are connected to the main track sections 2 and 3, the subbranch tracks are connected to the branch tracks and to the sections 22', and the sections 22 are connected to the main track section 3 by movable track switches to form closed loops in the trackway.

A plurality of work stations are positioned along the subbranch tracks at each of which an operation with respect to a carrier may be performed such as stopping the carrier. These stations, of which there are eight along each of the subbranch tracks 7 through 14, are represented by circles. The stations or circles along the subbranch tracks 7 through i4 are designated by the reference nuvrrie'rals which designate the associated branch tracks having the sumxes a through h aiixed thereto. Six stations represented by circles are shown along each of the subbranch tracks 15 through 22. It is understood that as niariy stations as desired may be employed.

A carrier loading station represented by a circle 23 is adjacent the track section 4 at which station material may -be loaded into the carrier. The carriers are normally dispatched from the stationV 23 to one of the work stations along the subbranch tracks. As will appear hereinafter the carriers may also be dispatched to the station 23 from any one of the Work stations or may be dispatched from one work station to another work station. Alternatively, some other operations may be performed at the tation 23 such as unloading of the carriers. l

When a plurality of carriers are utilized it is desirable that a carrier blocking system be employed adjacent the main track section 4. Such a blocking system prevents collision of carriers returning to the section t with carriers on the section 4 awaiting to be dispatched. The blocking system may include a selectively energizable and de-energizable insulated section of conductor bar (not shown) along the section d which is contacted by trolleys on carriers entering the section 4 from the section 3. An arrangement may be employed wherein the insulated section is de-energized by a carrier at the station 23 so that carriers behind the carrier at the stati-on 23 are stopped and can only be moved toward the station 23 when the insulated section is energized in response to dispatch of Va carrier at the station 23.

Control areas are spaced along the rnain track section 2 each of which includes means for controlling routing of a carrier. More specifically, there is a group of control areas along the section 2 each including a movable two-way track switch 24 at the entrance to a separate Crt There are also separate groups of control areas along the branch tracks. The control areas of these groups include track switches 24 at the entrances to the subbranch tracks 7 through 22 and switch trippers 25 positioned in advance of these switches for actuating the switch 26. Additional groups of control areas are located along the subbranch tracks and these control areas include trippers 25 adjacent the stations along the subbranch tracks for actuating the switch 26 to effect stopping of the carrier as will presently appear.

A single control area is located .along the track section 4 and includes a tripper 27 positioned adjacent the station 23 .for .actuating a switch 28 on the carrier to stop the carrier .at the station 23. A bypass track 29 is connected to the main track section between t-he section 4 and the branch track 5 for permitting a carrier to bypass the station 23. There is also a single control area along the main track section 3 which includes a track switch 24 at the entrance to the bypass track 29 and a tripper 30 in adv-ance of the track switch for .actuating a switch 31 on the carrier to control operation of the track switch at the entrance to the bypass track 29. Movable two-way track switches l32 are positioned at the exits of the branch tracks, the subbranch tracks, except the subbranch track 7, the 'bypass track and the tracks 22'.

The track switches 24 and 32 are similar in construction in that they each have a straight track segment and a curved track segment. The switches 24 and 32 are each movable between a iirst position wherein the straight track segment thereof is aligned with one associ-ated track section and the curved track segment thereof is misaligned with the other associated track section and a second position wherein the curved track segment thereof is aligned with the other associated track section and the straight track segment thereof is misaligned with the one associated track section.

The control .areas along the main track sections 2 and 3 and .along the 4branch tracks each includes a conductive segment 33 positioned in advance of the track entrance switches 24. Each of the segments '33 is connected to the control circuit for the .associated track entrance switch 24. The segments 33 may comprise parts of a continuous conductor bar or may constitute separate conductors .as shown and are arranged to be engaged by a conductive outrigge'r collector shoe 34 mounted on a carrier. As

' will presently appear, a segment 33 is engaged by the collector shoe 34 at the same time that a tripper 25 actuates the switch 26 on `the carrier. When the shoe 34 engages one of the segments 33 at a selected control area and when the adjacent tripper 25 actuates the carriermounted switch 26, the actuating means for the adjacent entrance switch is energized to effect movement of the entrance' switch. Such actuating means comprises a single phase revensibleelectric motor 35 which when rotated in one direction move-s the entrance switch to one of its positions and which when rotated in the opposite direction moves the entrance switch to the other of its positions. Obviously it is necessary that. the trippers 25 and the segments 33 be yspaced in advance of the associated entrance track switches a distance sufficient to allow the entrance track switches to complete their movement from one position to the other prior to the entrance of a carrier thereonto.

The switches 24 and 32 are shown in their normal straight track positions so that carriers moving .along the track sections 2 and 3 would normally pass through the switches 2d and 32 and continue along the sections 2 and 3. It is to be understood, however, that if the majority of t-he carriers are to be diverted by a track entrance switch onto a branch track then the switches 24 and 32 are normally positioned in their curved track positions.

Since all of the track switches are of identical construction, only the track switch 24 `at the entrance to the branch track 5 will be described. When the shoe 34 on the carrier is energized, as will presently appear, and engages sheaves a selected one of the segments 33, or when an operator closes a manually operated switch 35', which switch may :be located .at any convenient place adjacent to the track, current flows through a coil 36 of a relay in the control circuit of the entrance switch, see FIG. 2. This relay includes normally open contacts 36-1, 36-2 `and 36-3 which are temporarily closed in response to energization of the relay coil 36. Closure of the contacts 36-1 establishes a holding circuit for the relay coil 36 .and closure of the contacts 36-2 and 35-3 connects the motor 35 to the conductors L2 and L3 which results in energization of the motor for .operation in the direction to shift the track switch to its curved track position. These conductors `are coexteniive with the trackway and form part of an electrical system consisting .also of a conductor Ll which is the monorail track.

The motor 35 is mounted lon a stationary frame 37 and is effective when energized to displace a movable frame 38 which carries the entrance track switch 24. Such displacement is effected through .a sprocket chain segment 39 which is passed over a sprocket wheel 40 fixed to the drive shatt of the motor 35. The chain segment 39 also passes over an idler sprocket wheel 41 supported by the outer frame 37. The two ends of the chain segment 39 lare rigidly secured to the movable frame 33 in spaced relation so that when the sprocket wheel 49 rotates in `a clockwise direction as viewed in FG. 2 the chain 39 displaces the switch 24 so that the curved track segment is moved upwardly into a position permitting a carrier to pass from the track section 2 onto the branch track 5.

A control switch 42 preferably mounted by the frame 37 lis actuated in response to movement of the track switch 24. The control switch 42 includes normally closed contacts 42-1 and normally open contacts 42-2 which are included in circuits forming part oi the control circuit for the entrance switch 24.

When the motor 35 is energized and the movable frame 38 is displaced upwardly relative to the stationary frame 37 as viewed in FIG. 2, a tripper 44 carried by the frame 38 is also moved upwardly out of engagement with a wheeled follower 4S forming part of the .switch 42. Continued movement of the frame 38 causes a tripper 46 carried by the frame 33 to engage the follower 45, which opens the contacts 42-1 to effect deenergization of the motor 35 when the track switch 24 arrives at its curved track position. At the same time the contacts 42-2 are closed to prepare the motor circuit for energizing the motor 35 to cause a reverse displacement of the switch 24 downwardly as viewed in FIG. 2.A The contacts 42-1 are not open until the track switch 24 has completed its movement to the curved track position, at which time the contacts 42-2 a-re closed.

In order to return the track switch 24 to its normal straight position from its curved position a tripper (not shown) on the carrier engages a switch 47 (FIGS. 2 and 3) fxedly mounted along the branch track 5. Such engagement results in closing of normally open contacts 47-1 of the switch 47 and energization of a coil 43 of a relay, which coil is connected across the conductors L2 and L3 through the now closed contacts 42-2. This relay includes normally open contacts 43-1, 48-2 and 48--3 which are closed when coil 43 is energized. Contacts 48-1 form `a holding circuit for coil 43 and contacts 48-2 and 4%3 establish a circuit to effect energization of the motor 35 such that the motor rotates in the opposite direction from that etected by energization of the relay coil 36. The contacts of the relays having the coils 36 and 48 are preferably mechanically interlocked so that the closing of the contacts of one of these relays is accompanied by opening of the contacts of the other of these relays.

The contacts 42-2 of the switch 42 are opened in response to completion of movement of the track switch 24 to its normal straight track position. At the same time the contacts 42-1 are closed and the circuit for motor 35 is thereby prepared for energization in respouse to arrival of the next carrier. As will presently appear, the exit track switches 32 are controlled by switches arranged to be tripped by an actuator on a passing carrier. Switches are employed in place of segments 33 for controlling the exit track switches inasmuch as there is no selection problem regarding the exit switches since there is only one exit from each branch track and subbranch track. The tripping of such switches results in the energization of the relay coil 36 in the manner described in connection with the employment of the segments 33.

In the event that a plurality of carriers are to travel simultaneously along the trackway it is necessary to provide a priority system to prevent collision of the carriers and to prevent entry of a carrier onto a track switch which is not positioned to properly allow such entry. The priority or blocking system includes insulated sections or segments of conductor bars in the conductors L2 and/or L3 of the electrical system. The blocking segments can be selectively energized or deenergized and are located adjacent the entrance of each track entrance switch and track exit switch. The blocking conductor segments `are preferably isolated from the remainder of the conductors by insulating sections. However, it is to be understood that other means may be employed. The electrical power for the insulated conductor segments is supplied under the control of a jumper system described hereinafter.

FlGS. 3 and 4 illustrate respectively the blocking system adjacent the track entrance and exit switches. The particular switches shown are the track switch 24 at the entrance to the branch track 5 and the track switch 32 at the eXit of the branch track 5. The track entrance switch 24 includes a switch 49 which is operated in response to movement of the track entrance switch 24 and forms part of the blocking system to prevent carriers from entering the entrance switch when the entrance switch is not properly positioned. The switch 49 includes a wheeled follower 49 adapted for engagement by trippers Sil and 51 carried by the movable frame 3S. When the motor 35 is energized to move the switch 24 to its curved track position the tripper 5t) is moved out of engagement with the follower 49 and the contacts 49-1 are immediately opened as shown in FIG. 5b. When the switch 24 arrives at its curved track position as illustrated in FIG. 5c the contacts 49-2 are closed. It is noted that operation of the switch 49 is different from that of the switch 42, previously referred to, in that the contacts 42-1 of the switch 42 remain closed during movement of the switch 24 so that the motor 35 is continuously energized during such movement.

In FIG. 3 a jumper circuit is connected to supply electrical power from the conductors L2 and L3 to insulated conductor segments LZa and L34; positioned in advance of the track switch 24. The jumper circuit is selectively closed and interrupted under control of a relay having a coil 52 which controls contacts 52-1 and 52-2 which are normally closed when the switch 24 is in its straight track position. It is noted that the relay coil 52 is connected for energization from the conductors L2 and L3 under the control of the switch 49 and that when the lentrance switch 24 is in its illustrated normal straight track position the relay coil 52 is energized through the closed contacts 44 so that contacts 52-1 and 52-2 are closed. As a result, electrical power is normally supplied to the conductor segments L2a and L35! and a carrier approaching the switch 24 may pass therethrough.

When electrical current is supplied to the segment 33 as previously explained, the motor 35 is energized to move the switch 24 to its curved position, which is in a direction from right to left as viewed in FIG. 3. During such movement of the switch 24 the contacts 49-1 of the switch 49 are opened to deenergize the relay coil 52 for opening the contacts 52-1 and 52-2. As a result the segments LZa and L3a are deenergized and the carrier is stopped short of the switch 24 if the track switch has not completed its shifting operation by the time a carrier reaches the deenergized segments inasmuch as electrical power is no longer available for driving the carrier past the deenergized segments L2a and L3a.

When the switch 24 arrives at its curved position the contacts t9-2 are closed and the relay coil 52 is again energized to effect energization of the segments L21; and L3a thus causing movement of the carrier through the switch 24 onto the branch track 5. When the carrier has entered the branch track 5 an actuator on the carrier actuates the switch 47 to close contacts 47-1 and effect energization of the relay coil 36 through now closed contacts 42-2 of the switch 4,2 to energize the motor 35. When the motor 35 is so energized the switch 24 is moved from the curved position back to the normal straight position.

The system also includes a blocking arrangement for maintaining a conductor segment deenergized behind a carrier which is stopped prior to entering a track switch so as to prevent a following carrier from colliding with the stopped carrier. For this purpose a switch 54 is positioned in advance of the entrance switch to be actuated by a carrier mounted actuator in response to the movement of a carrier. The switch 54 includes normally open contacts 54-1 which are closed`when the switch 54 is actuated to control energization of a latch type relay having a latching coil 55L and an unlatching coil SSU. This relay is represented by the broken line rectangle 55 which surrounds the coils SSL and 55U. Other latch type relays in the system and referred to hereinafter are also represented by broken line rectangles surrounding the coils thereof. When the contacts 54-1 are closed the coil SSL is energized to effect deenergization of insulated conductor segments (not shown), positioned in advance of the entrance switch. `As the carrier passes over the entrance switch in either the straight track position or curved track position a switch 56 or the switch 53 is actuated to close contacts 56-1 or 53-2 to effect energization of the coil SSU to unlatch the relay 55 and eiect energization of the segments in front of the entrance switch. Blocking systemssimilar to that described may be associated with the remaining track entrance switches.

Operation of the eXit switches 32. is similar to that ofthe entrance switches 24. The blocking system associated with the exit switch, however, is different from that associated with the entrance switches inasmuch as there are ltwo approaches to each of the exit switches.

In general, the blocking system for an exit switch is 'arranged to control movement of the carriers in such a manner that carriers approaching the exit switch are admitted thereto in alternating relation, and collisions are prevented between a carrier which may be stopped to await entrance to the exit switch and a carrier approaching such ,stopped carrier. It two carriers on different tracks approach the exit switch substantially simultaneously, the carrier approaching the curvedsegment of the exit switch is given priority over the carrier approaching the straight segment of the exit switch. `For example, a carrier on a branch'track is admitted to an exit switch prior to a carrier on the track section 3.

The blocking system includes means for stopping a carrier approaching an exit switch when another carrier is about to enter the exit switch. When carriers are stopped under the above conditions, carriers approaching the rear of the stopped carriers are automatically stopped to prevent collisions. When a carrier has passed through the exit switch the blocking system is automatically conditioned so that a carrier awaiting entrance to the exit switch on a track other than that from which the rst carrier has passed is allowed to pass through the exit switch. y

Operation of thev blocking system will be described for the conditions wherein a carrier on one track has assumed control and is admitted to the exit switch, and for the condition wherein a carrier on the other track has assumed control and is admitted to the exit switch. This description will be made with reference to FIG. 4 which illustrates details of a blocking system associated with the track switch 32 at the eXit of the branch track 5.

A switch 57, positioned along the branch track 5 adjacent the entrance to the exit switch, is actuated by a carrier mounted actuator in response to movement of a carrier on branch track 5 toward the exit switch. The switch 57 includes normally open contacts 57-1 and 57-2 which are temporarily closed when the switch 57 is actuated by an actuator on the carrier. The closing of the contacts 57-1 effects energization of a coil 58 of a relay which corresponds to the relay having the coil 36 and which is included in a track switch control circuit corresponding to'that shown in FIG. 2. When the relay coil 5S is energized the motor for the exit switch is energized to effect movement of the exit switch toward its curved track position in a direction from left to right, as viewed in FIG. 4. The exit switch includes a control switch 58 in the circuit for the exit switch motor which control switch correspondsV to the control switch 42 associated with the entrance switch.

The closing of contacts 57-2 results in energization of a latching coil 591i. of a latch type relay 59 having also an unlatching coil SQU. The relay 59 includes normally closed contacts S9-1 and 559-2 in jumper circuits which supply electrical power to insulated blocking segments L2!) and L31: of conductors L2 and L3 which segments are positioned in advance ofthe switch 57.

When the latching coil StL is energized the contacts 59-1 and 59-2 open to deenergize the segments L2b and L3b so that a carrier approaching the rear of a carrier which has actuated switch 57 and which is awaiting entrance to the exit switch will be stopped by means of the deenergized segments L2b and L3b. As will presently appear, when a carrier has actuated the switch 57, such carrier is stopped at the entrance to the exit switch by deenergized blocking segments if the exit switch has not completed its shifting operation before a carrier reaches these blocking segments.

The exit switch includes a control switch 60 which is similar in construction and operation to the switch 49 described in connection with the entrance switch 24. The switch 60 includes contacts eti-1 which are open and contacts 64E-2 which are closed when the exit switch is in its illustrated normal straight track position.

The normally open contacts 60-1 of the switch 60 are in series circuit with a coil 61 of a relay which has normally open contacts 61-1 and 61-2 included in jumper circuits which supply power to insulated segments L20 and L30 of conductors L2 and L3 which segments are positioned between the switch 57 and the track exit switch.V When the track exit switch is in its illustrated normal straight track position or is moving toward curved track position, the coil el is deenergized and the contacts `61;--1 and dll-2 are open so that the segments LZc and Lfic are deenergized to stop-a carrier approaching the exit switch on the branch track 5.y

A coil 62 of a relay is normaliy energized through Vclosed contacts titl-2 so that contacts 62-1 and 62-2 of ,LZd and L3d for stopping a carrier on the track section 3 lapproaching the exitswitch.

When the exit switch has completed movement to its curved track position as a result of actuation of the switch 57, contacts aLl of switch 6h close to effect energization of the coil 6l. This closes contacts @-1 and oli-2 and energizes the segments LZc and L3 to etlfect movement of a carrier through the exit switch onto the track section 3.

As a carrier from the branch track exits from the exit switch and proceeds along the track section 3, a switch e3 having normally open contacts 63-1 is actuated by an actuator on such carrier to temporarily close contacts off-l which effect energization of a coil 6d ol a relay including normally open contacts ori-l, old-2 and oli-3. When the coil ed is energized the contacts olii-il close to eiect energization of a coil o5 of a relay which corresponds to the relay having the coil and which is included in a control circuit or the exit switch corresponding to the motor circuit shown in PEG. 2. This results in energization of the motor for the exit switch in the direction to move the exit switch toward its normal straight track position.

As the exit switch is moved toward straight track position the contacts eil-l are opened to deenergize coil el to thereby deenergize the segments LZc and L30 which prevents a carrier on the branch track 5 from entering the exit switch while the exit switch is moving toward straight track position. Since contacts eil-2 remain open until the track exit switch has completed its return movement to straight track position, the segments LZd and LSd remain deenergized during this time preventing a carrier on the track section 3 in advance of the exit switch from entering this switch during movement of the exit switch.

When the coil 64 is energized the contacts (s4-2 close to prepare for energization an unlatching coil @6U of a relay ed having a latching coil oula. The relay 66 includes normally closed contacts tEd-l and 66-2 in jumper circuits which supply power to insulated segments L2f and Lf of conductors LZ and L3 which segments are positioned in advance of the segments LZd and LSd. The relay 66 also has normally open contacts 66-3 in the circuit including the coil 533i...

When coil ed is energized the contacts @4i-3 are closed to energize the latching coil 671, of a relay 67 having an unlatching coil 67U. The relay `67 includes normally closed contacts 637-1 and 67-2 and normally open contacts 6?-3. When the coil o'L is energized and the contacts 67-3 are closed an energizing circuit is prepared for a coil 5S of a relay having normally open contacts 68-1 and normally closed contacts 68-2 which have a delayed opening characteristic. Also, the contacts e7-ll and 67-2 open when the coil @7L is energized.

When the exit switch has completed movement to its straight track position the contacts Gil-2 of the switch 6) are closed but the relay coil o2 is not energized at this time inasmuch as the contacts 67-2 of the relay 67 are now open. As a result, the segments LZd and Ld remain deenergized. At this time, also, the segments L2c and LSC are still deenergized since the contacts ii-l are now open and the relay coil el cannot be energized.

When the contacts oil-2 switch 60 are closed the relay coil o8 is energized through the now closed contacts 67-3 to close contacts oS-l. When this occurs the coil SlU is energized and the contacts 59-1 and 59-2 are closed to et'lect energization of the segments LZb and L31?. If a carrier has been stopped by the previously deenergized segments LZb and L3b such carrier now moves toward the switch 57. At the same time, the coil @6U is energized through now closed contacts dll-2 and 64-2 so that the normally closed contacts 66-1 and 66-2 are closed if previously open to energize insulated segments LZf and L3f. lf a carrier has been stopped by previously deenergized segments LZf and L3f such carrier now moves toward a switch 7o along the section 3. At the same time normally open contacts 66-3 are opened, but this has no eect.

As the carrier after exiting from the branch track 5 proceeds still further along the track section 3 an actuator mounted on such carrier actuates a switch 69 which temporarily closes its normally open contacts 69-1 to effect energization of the coil 67U which closes contacts 67-1 and 67-2 and opens contacts 67-3. When this occurs the relay coil 62 is energized to close contacts 62-1 and 62-2 which effects energization of the segments L2d and L3d so that if a carrier has been stopped by the previously deenergized segments LZd and L3d such carrier now passes through the straight section of the eXit switch.

lf a carrier had been stopped by the previously deenergized segments LZf and Lf, such carrier has now advanced to actuate switch 70 which closes contacts 70-1 temporarily to energize the coil 661. which opens contacts titi-ll and ori-2 to deenergize the segments LZf and L3f. This stops a carrier on the segments L21 and L3f behind the carrier which has actuated switch ill and which is now approaching the segments L2d and L3d. When coil @5L is energized the contacts 66-3 are closed to energize the coil S9L to open contacts 59-1 and 59-2 and eiect deenergization or" the segments L2b and L31).

rl`he blocking system will now be described for the condition wherein a carrier on the track section 3 has assumed control and passes through the exit switch. It will be recalled that when the exit switch is in its normal stra-ight track position the segments L2d and L3d are energized. If a carrier on the section 3 has actuated the switch 70 to effect deenergization of segments L2b and L3b before a carrier on branch track 5 has actuated the switch 57, then the carrier on section 3 may pass through the segments LZd and Ln' and through the exit switch.

When a carrier on the section 3 has passed through the exit switch such carrier will actuate the switch 63 and the coil ed is energized to eiect energization of coil 65 of the track switch control relay. However, since the track switch is now in its straight track position it will not be moved when coil 65 is energized. At the same time, the Coil Geil is energized to elect energization of the segments LZf and L sf which were previously deenergized upon actuation of the switch '70. If a carrier has been stopped by the segments "LZ and Lf, such carrier now moves to ward the switch 70.

The coil 6'7L is also energized when switch 63 is actuated which results in opening of contacts 67-2 and deenergization of the coil 62 which eiects deenergization of the segments LZd and Ld. This stops a carrier on the section 3 at the entrance to the track switch after such carrier has actuated switch 7). At the same time, the coil 68 is energized through the now closed contacts 66-2 and 67-3 to eiect energization of the coil 59U which results in energization of the segments L2b and L3b. This allows movement of a carrier on the branch track 5 to a position for actuating the switch 57.

As the carrier which has passed through the eXit switch from the section 3 proceeds along the section 3 it actuates the switch o9 to effect energization of the coil 67U. This results in energization of the coil 62 through the now closed contacts titl-2 and 6'7-2 to elect energization of the segments L25! and Ldd which allows a carrier stopped by the segments LZd and Ld to move through the exit switch. However, if a carrier has actuated switch 57 the exit switch starts to move and segments L2d and L3d cannot be energized.

It is thus seen that a carrier on the section 3 which passes through the exit switch initially conditions the system so that a carrier on the section 3 may actuate the switch 7@ and that a carrier on the branch track 5 may actuate the switch S7. If at this time the carrier on the branch track 5 actuates the switch S7 prior to actuation of the switch 70 by a carrier on the section 3 the exit switch will be moved toward its curved track position and the carrier on the branch track 5 will receive priority, as previously described. However, if the carrier on the section 3 actuates the switch 70 prior to actuation of the switch 57 the carrier on the section 3 will receive priority. lf at the time the switch 69 is actuated, a carrier on the branch track 5 has not actuated the switch 57 then a carl l rieron the section 3 which has actuated the switch 70 lwill be admitted to the exit switch.

It has been demonstrated that if several carriers on the track section 3 and on the branch track 5 are awaiting passage through the track exit switch, the arrangement is such tha-t lirst a branch track carrier will pass through the track exit switch and then a main track carrier will pass through Vthe exit switch and then another branch carrier willbe permitted passage through the eXit swit-ch, etc., in alternating relationship, However, in case of a branch track carrier and a main track carrier approaching the track exit lswitch substantially simultaneously, the `branch track carrier will be given priority. The reason for this is that once the control switch 57 is actuated the track exit switch immediately begins its movement from straight track to curved track position and admission to the exit switch from. the main track is automatically blocked, and when the exit switch reaches curved track position, the branch track carrier passes through the switch.

It isdesirable that the control switch 57 be positioned far enough in front of the exit switch, if space permits, so that a carrier may pass through the exit switch from the branch track ont-o the main track without beingstopped to await completion of movement of the exit switch'. A carrier approaching the exit switch from the track section 3 may pass through the exit switch when such is in its normal straight track position without being stopped unless the switch 57 is actuated before such carrier reaches the exit switch.

From the foregoing description it is apparent that should a carrier on track section 3 yactuate the switch 7d before a branch track carrier actuates the switch 57, but the branch track carrier coasts forward and actuates the switch 57 before the carrier on section 3 reaches the exit switch, the carrier on section 3 will be stopped because the exit switch has instantly begun its movement toward curved track position upon the switch 57 being actuated and the branch track carrier receives priority.

A blocking system has been described and shown in relation to a branch track and to the maintrack. It is understood that the same type of blocking system can -also be constructed on the subbranch tracks 8 through 14 and the track 22.

Referring to FIG. 6,'an automatically controlled selfpropelled carrier C is shown for the purpose of illustrating the invention. Although a particular form of carrier is shown it is understood that other types of carriers may be employed. The carrier C includes a pair of wheels adapted to bear upon parallel track surfaces of an inverted T-shaped moncrail track 76 rigidly connected to Aand supported by a downwardly depending truss-like support 77. The wheels 75 are journalled in a U-shaped carrier frame v78 which forms a'support for a carrier drive motor 79 -and a -motor driven hoist 80. The motor 79 is adapted Vto drive `a drive -wheel Srl supported by the frame 78 and bearing against the underside of the monorail 76 for propelling the carrier C therealong.

A control panel 82 is dependently supported from the carrier frame 78 by means of a genenally L-shaped tubing S3. The panel 82 is provided with a branch track selector including a dial 84, a subbranch track selector including a dial 85 and a 4work station selector including a rdial 86,. The three selectors are settable by an operator for permitting the selection respectively of a branch track onto which a carrier is to be switched, a subbranch track onto which the carrier is to be switched from the selected branch track and a work station along the selected subbranch track at which the carrier is to be stopped. It is understood that an additional selector is required if subsubbranch tracks in the trackway are utilized. The control panel 82 also includes a plurality of push buttons 87, 88, 89, and-91 to be actuated by an operator for purposes appearing hereinafter. These push buttons are of the spring return type which return to their normal positions when released by an operator.

- switches may be actuated respectively by the trippers 25,

'27 and 3) which are positioned along .the trackway in vertically spaced planes. The motor 79 is energized from the electrical conductors L2 and L3 in a conventional manner with the current being `collected by two rollers -contact-ors 98 on the carrier which contact conductors L2 :and L3. The automatic control system mounted on the lcarrier C is shown in FIG. 8, and includes the branch Vtrack selector, the subbranch track selector, and the work :station selector.

A counting device is mounted on the carrier for counting the control areas as th-e carrier travels along the trackarray. This device is schematically shown in FIG. 9 and is preferably in the form of a stepping relay. A stepping relay 99 suitable for use in the present invention is illustra/ted in FIG. 9 but it is to be understood that other stepping relay constructions may be employed.

The stepping relay 99 comprises a count coil 19t) associated with an armature 191 movable by electrically energizing the count coil 19t). The armature 161 is mechani- -cally connected to a lever 162 which carries a pawl 103 associated with a ratchet wheel 10ft for indexing the wheel clockwise on its central shaft against the acti-on o-f a torsion spring (not shown) as viewed in FIG. 9. A second pawl 106 engages the ratchet wheel 1M and acts as a.

' brake for preventing backward movement of the wheel 194 under the uncoiling action of the torsion spring (not shown) until a reset coil 197 is energized and urges itsl armature .19S outwardly to the right for releasing the brake pawl 1&6 and permitting the ratchet wheel 1534 to be reset under the unwinding action of the torsion spring (not shown).

An electroconductive arm 199 (FIG. 9) mounted on the shaft turns therewith to successively engage electrical contacts .11d-tl through 11%8 angularly spaced on a stationary dial 110. The contact .11o-tl on the dial 110 is electrically connecte-d to the arm 109. As will presently appear, the relay 99 is stepped one contact when the carrier arrives at each control area, and is reset for reuse after being stepped a selected number of times. The resetting lfeature permits provision of a number of contacts on the dial 110 which is less than the total number of control areas in the groups of control areas encountered by a carrier as it travels along the trackway toward a selected .work station.

Referring to FIG. 8, .each of the dials S4 through 36 in the illustrated embodiment has eight electrical contacts Itt-1 through tt-8, SS-l through 85-3 4and tio-1 through 86-8, respectively, which are -spaced angular about the axis of the `associated dials. Corresponding ones of these contacts are connected to one another and are connected to corresponding contacts on the dial 110 of the relay 99. The contacts on the dial-s 34 through 86 represent respectively the number of branch tracks, subbranch tracks and work stations along the subbranch tracks in the trackway. For example, the contacts on the dial 84 represent eight branch tracks in ya trackway although only two branch tracks are shown. In a similar manner, the contacts on the dial 85 represent eight subbranch tracks and the contacts on the dial $5 represent eight work stations along a particular subbranch track. TheV contact 34-1 on the dial `84 represents the rst Ibranch track encountered by a carrier as it leaves the loading station, the contact 84-2 represents the second branch track so encountered, andso forth.

`The dials 84 through 86 include respectively manual- ,ly settable electroconductive contacts arms 111 through 113 which are mounted for rotation about t-he axes of the vassociated dials to successively-engage the contacts thereon. The arms 1-11 through 113 lare connected re- .spectively to contacts of pairs of contacts 114-1, 114-2 and 114-3 on a dial 114 .of 4a carrier mounted group se- -lecting relay employed to select the group of control areas ,to be counted by the relay 99. The group selecting relay also includes a pair of contacts 11d-t) on dial 114, a count coil 115, a reset coil-11o and -an electroconductive arm 114:1 which is movable relative to the contacts 114-1), 114-1, 114-2 and 114-3 and which has a Contact 11415 adapted to engage both contacts of each pair of contacts. Operation of the group selecting relay is similar to the yoperation of the previously described relay 99. The operation o the carrier system may now be described.

Let it be assumed that it is desired to send a carrier to the work station 7a from the loading station 23. As shown in FIG. l, the station '7a is the rst station along the subbranch track 7 which is the first subbranch track branching from the branch track 5, which is the first branch track encountered by the carrier as it moves from the loading station. To send a carrier to the station 7a van operator at the loading station sets the selector arms 111 through 113 so that these arms engage 4the contacts 84-1, SUS-1 and 86-1 on the associated dials. These settings select counts of the control areas registered by the relay 99 and when the relay 99 `has registered a count se lected by .one of the preselect devices, a track switch is operated yor the carrier is stopped.

The operator actuates the push button S3 which may be of the spring return type and which has normally closed contacts 88-1 and normally open contacts S8-2 and 38-3. When this push button is actuated the -contacts 2 and 88-3 are closed and an unlatching coil 1181i of a latch type relay 11S is energized. T he relay 113 includes also a lat-ching coil 11thJ and normally closed contacts 11S-1, 118-2 and 1151-3 and normally open contacts 11S-4l. When the coil 1181] is energized the contacts 118-1, 11S-2 and 118-3 are closed and the contacts 11S-4 are opened. The coils of the relay 118 as well as coils of other relays in FIG. 9 are connected for energization from conductors L2 and L3 which are connected to the contactors 9S on the carrier.

Actuation of the push .button S3 also effects energization of a l-atching -coil 11912 of a latch type relay 119 having an unlatching coi-l 11911 and having normally closed contacts 119-1 and normally open contacts 119-2. When the contacts 119-2 are closed the coil 12h of a motor control forward relay is energized, which results in energization of the carrier motor '79 so that the carrier proceeds to move in a forward direction fom the loading station along the track section 2 toward the tripper 25 adjacent the entrance to the branch track 5.

vAs the carrier travels along the track section 2 the tripper 25 located at the entrance to the branch track 5 will actuate the carrier mounted switch 26 which has normal-ly closed contacts 26-1 and 21S-2 and normally open contacts 26-3 and 26-4. When switch 26 is actuated the contacts 26-3 and 26-4 are closed andthe count coil 19@ of the relay 99 is energized through the now closed contacts 118-3 to effect movement or the arm 1619 from the contact 11d-il into engagement with the contact 11o-1. Current also Hows through the closed contacts 26-4, the contact 11h-tl, the arm 1199, contacts 11d-1 and 84-1, the larm 111, now closed contacts 114-1 on dia-l 114, closed contacts 118-1, the shoe 34 and a conductor segment 33 which is engaged by the `shoe 3A. at the same time switch 26 is actuated. When the segment 33 is energized the adjacent track entrance switch 24 is moved to its curved track position in the manner previously described and the carrier is admitted to the branch track 5. Operation of the group selecting relay is such that the contacts 1111-1 are closed at this time, as Will presently appear.

T-he contacts 25-3 and 26-4 of the switch 25 remain temporarily closed until the wheeled tol-lower arm 121 passes oir" the tripper 25. During the time that the contacts 26-3 and 26-4 are closed current tlows thr-ough the previously described circuit to energize the coil 122 of a relay having normally open contact-s 122-1 and 122-2 which are closed when coil 122 is energized to initiate the procedure for resetting the relay 99. The relay having the coil 122 is of a delayed action type such that its 1d contacts remain temporarily closed after the coil 122 has been deenergized as a resul-t of opening of the contacts 26-3 and 26-4.

When the follower 121 is disengaged from the tripper 2.5 and the contacts 26-1 and 26-2 are closed the coils 1%? and 11S are energized through the still closed contacts 122-1 and 122-2. When the reset coil 1d? is energized the arm 1d@ of the relay 9i? is moved from the Contact 1111-1 into engagement with the Contact 1111- so that the relay S59 is reset. When the count coil 115 is energized the arm 11411 is moved so that the contacts 11d-2 are closed by the contact 1141; and the contacts 11d-1 are opened. The carrier system is now prepared to count subbranch tracks along the branch track As the carrier moves along the branch track 5 the tripper 25 adjacent the entrance to the subbranch track engages the follower 121 which actuates the switch 25 to close the contacts 2li-3 and 22S-d. Vvhen this occurs the coil 10@ is energized and the arm 199 is moved into engagement with the contact 1111-1. Current also tlows through the arm 1129, contacts 11d-1 and 85-1, arm 112, now closed contacts 11d-21, closed contacts 11S-1, the shoe 34 and the segment 33 engaged thereby to etect movement of the entrance switch at the entrance to the subbranch track 7 to its curved track position. The carrier may now be admitted to the subbranch track 7.

At the same time, the relay 122 is energized so that its contacts 122-1 and 122-2 are closed to effect energization of the reset coil 1%7 and the count coil 115. Accordingly, the arm 1%@ is again moved into engagement with the contact 11d-G to effect resetting of the relay 99. When the count coil i is energized the arm 11er/z is moved so that contacts 114-2 are opened and coni tacts 1141-3 are closed. The carrier system is now pr pared to count the stations '7a through 7h.

As the carrier proceeds along the subbranch track 7 the tripper 25 adjacent that station la engages the follower 121 of the switch 2d to close the contacts 25-3 and 21o-d. This results in energization of the coil 1% and iovement of the arm 169 into engagement with the Contact 1151-1. Current also flows through the arm 1119, contacts 1119-1 and 3*5-1, arm 113, now closed contacts 1141-3, normally closed contacts 87-1 of the push button 87, normally closed contacts 12S-1 of a stop relay having a coil 123 and through the coil 11111 of the rclay 119. As will presently appear, the stop relay is effective when energized to stop the carrier and includes in addition to the normally closed contacts 123-1 normally open contacts 12d-2.

When the coil 119U is energized the contacts 1111-2 are opened to deenergize the relay coil 121i to stop the carrier at the station 7a. At the same time, the contacts 11S-1 are closed and a coil 1241 of a relay is energized. This relay also has normally open contacts 124-1 which are closed when coil 124 is energized to i effect energization of the reset coil 11o. When the coil 116 is energized the arm 114e is reset so that contact 11d-b engages contacts 114-() and all or the contacts 114-1, 114-2 and 114-3 are open at this tim The carrier is now stopped at the station '7a and an operator at such station may load or unload the carrier or perform some other operation with respect thereto. 1t is noted that the relay 99 is not reset at this time and the arm 169 engages contact 11d-1.

lf an operator at the station 'ia desires to send the carrier directly to the loading station 23 he actuates the push button 89 which has normally open contacts @-1 and 89-2. When the push button 89 is depressed these contacts are closed, which effects energization of the coil 1151.. This results in opening of the normally closed contacts 118-1, 118-2 and 118-3 and closing of the contacts 118-4. Opening of the contacts 11S-1 prevents energization of the segment 33 adjacent to the tripper fait as the carrier passes thereby on its way to the loading asco/ice 1 15 station so that the carrier will not be diverted onto the bypass track 29. ln addition, opening of the contacts 113-3 prevents energization of the count coil 160 when the switch 26 is actuated by a tripper 25 if any such carrier moves toward tripper 30 engages the follower 125l of the switch 31.v

When this occurs the contacts 31-1 are closed and the coil 116 is energized through now closed contacts 113-4 which results in resetting of arm 114e if not already reset. However, arm 114e has already been reset as previously described. Although the contacts 31-1 of switch 531 are closed, the segment 33 adjacent the entrance to the bypass track 29 is not energized, and the track en- 'trance switch 24 at the entrance to the bypass track 29 is not moved from its normal straight track position inas- Smuch as the contacts 118-1 and 118-2 are open at this time. Consequently, the carrier proceeds through this entrance switch along the track section 3 and onto the l section 4.

the contacts 11.9-2 'are opened to effect deenergization of the relay coil 12%. As a result, the carrier is stopped at the loading station 23. The contacts 119-1 are closed but have no effect at this time.

Actuation of the switch 28 also results in energization of the relay coil 122 so that the contacts 122-1 and 122-2 are closed. When this occurs the coils 107 and 115 are energized through the now closed contacts 26-1 and 26-2 of the switch 26. When the coil 107 is energized the arm 199 is moved back to engage the contact 1119- and the relay 99 is reset. When the coil 115 is v`energized the arm 11441 is moved to close contacts 114-1. The carrier is now stopped at the loading station 23 and the control system is prepared for a subsequent carrier dispatching operation.

When the carrier is at a selected work station, such fas the station 7a, and it is desired to send the carrier to a'nother work station, the operator at the station 7a sets 'the arms 111 through 113 to engage selected ones of the associated contacts so that the carrier will proceed along the proper branch track and subbranch track to the selected work station. The operator then actuates the push button S8 which results in closing of the contacts 88-2 and 88-3 and energization of the coil 118U. If the relay 118 is in a latched condition energization of the coil 118U effects unlatching of the relay. At the same time, the coil 119L is energized and the -contacts 119-2 are closed to effect energization ofV the carrier motor and the carrier proceeds along the subbranch track 7.

When the follower 121 of the switch 26 engages the trippers located along the subbranch trackV 7, the switch 26 is repeatedly actuated and effects successive stepping of relay 99. The carrier is not stopped at any Cil v is reset.

' now proceeds tonto the track 29 to bypass the loading of the stations 7b through 7h, however, because contacts 114-3 are open at this time -and coil 119U cannot be energized when switch 26 is actuated.

As the carrier proceeds along the track section 3, tripper 30 engages the follower 126 to actuate switch 31. This results in energization of the adjacent segment 33 through closed contacts 118-1 and 118-2. The

station and enters the track section 2 tol approach the irst tripper 25 with the control system in the lsame condition as .if the carrier had started its `movenient from the 1oading station 23. y

It desired, a switch 128 (FIG. 9) may be mounted on the front end of the carrier so that upon engagement of the carrier with an obstacle the switch 128 will be actuated to open its normally closed contacts 12S-1 to eect deenergization of the relay coil 120 and stop the carrier. Actuation of the push buttonsii and 91 permits inching of the carrier respectively in forward or reverse directions. If the push button is actuated the contacts 90-1 will be closed and the relay coil 12fb'energized. The carrier will then move forward until the push button 90 is released, at which time the carrier will be stopped. Operation of the push button 91 is similar to that of the push button 90 in that when it is actuated its contacts 91-1 close to effect energization of relay coil 129. The relay having the coil also includes normally closed contacts 1Z0-1 whichk are opened when the relay coil 120 is energized so that the relay coil 129 cannot be energized. Similarly, the relay including the coil 129 also includes normally closed contacts 129-1 which open when the relay coil 129 is energized to prevent energization of the relay coil 120. If desired, the relays 121B and 129 may also be mechanically interlocked.

The push button S7 includes normally closed contacts 87-1 and normally open contacts 87-2 and 87-3. lWhen an operator actuates the push button 87 the contacts 37-2 and 87-3 are closed to effect energization of the coil 119U. When this occurs, the contacts 119-2 are opened so that the relay coil 120 cannot be energized to start movement of the carrier. When the push button 87 is actuated coil 118U is also energized through the closed contacts 8'7-3 and Sti-1, but this has no effect on the operation of the system. v p

If a carrier is stopped at the loading station 23 and an operator actuates the push button89 the carrier will proceed around the entire main track and return to the loading station and stop. The carrier will not be diverted onto a branch track inasmuch as the entrance switches 24 cannot be moved by reason of the contacts 118-1 being opened as a result of energization of the coil 11%5L when the push button 89 is actuated. This is a desirable feature in that congestion at the loading station may be' avoided.

An improved carrier system has been described wherein a carrier may be selectively dispatched Yto any one of a plurality of stations along a trackway from any other station. The provision of a stepping relay for counting the control areas and means for resetting the relay each time a selected knumber of areas has lbeen counted results in a simplified ycontrol system onthe carrier of -compact arrangement and with a minimum number of parts.

The described blocking systems control movement of Va number 'of carriers in a manner such that the possibility of collisions between carriers is minimized and carriers are not admitted to a track switch until the track switch is properly positioned to receive the carriers. The blocking systems associated with the track exit switches allow carriers to pass through each exit switch in alternating relation whereby eicient routing of the carriers is realized and unnecessary delays in the arrival of carriers to their destinations are avoided.

Although the invention has been described with reference to certain specific embodiments thereof, numerous modifications are possible. As an illustration of possible modiiications, in place of stopping of the carriers at a Working station, some other carrier function or an otitrack function may be automatically performed. in performing an ott-track function controls similar to those employed at the switching stations 24 may be employed at the working stations. As a further modification an olf-track function and/or another carrier function may be combined with the stopping of the carrier, for example, the carriers may be stopped, a carrier mounted hopper loaded and the carrier restarted automatically at one or more of the loading stations.

It is the intention to cover by the claims all modifications coming within the practice of those skilled in the art to which the invention belongs.

Having described my invention, I claim:

1. -A carrier system comprising a closed loop trackway, a carrier supported on and movable along the trackway, a plurality of uncoded groups of control areas along the trackway at each of which `areas a carrier controlling operation may be performed, said carrier encountering a plurality of said groups in sequence as it travels along the tracliway, `a single reset-table stepping relay on said carrier for counting the control areas in each of said groups as the carrier travels along the track- Way, said resettable `stepping relay including a plurality lof contacts, a conductive member movable from an initial position to engage the contacts, a stepping coil energizable to advance said member, means for holding the member in the position to which it is advanced when said stepping coil is cle-energized, and a resetting coil energizable to reset said member to its initial position, control means ron said carrier actuatable to effect energizatiion of said stepping coil to advance sai-d member, a separate uncoded tripper means at each of said control areas for actuating said control means to energize said stepping coil to progressively advance said member at each control area, a plurality of adjustable preselect devices on said carrier for selecting a separate count of control areas in each of said groups which said carrier progresses through and at which a carrier controlling operation is to be performed, each of said preselect devices including a plurality of contacts and a conductive member settable to engage a selected one of said cont-acts, corresponding contacts of said pre'select devices and of said resettable stepping relay being electrically interconnected, actuated means for effecting a carrier controlling operation when the movable member of said stepping relay has been advanced to engage a contact corresponding to a selected contact of one of said preselect devices, control means operable to eifect energization of said resetting coil each time the movable member of said stepping relay has been advanced to engage a Contact corresponding to a selected contact of one of `the preselect devices, and means for connecting said actuated means in circuit with individual ones of said preselect devices and operable to sequentially connect said preselect devices with said actuated means in response to energization of said control means.

2. A carrier system as dened in claim 1 wherein said last-named means include a resettable stepping relay having contacts connected to the settable members of said Preselect devices and a movable conductive member operable to engage the contacts thereof and connect said contacts with said actuated means and said control relay means.

3. A carrier system as defined in claim 1 wherein said control means on `said carrier actuatable to effect energization `of said stepping coil of said resettable stepping relay comprises a switch `on said carrier and having contacts which are closed at each of said control areas to lenergize said stepping coil and said separate uncoded tripper means at each of the control areas comprises va trip member cooperable with the switch means to elfect closing of said contacts as the carrier moves through said control area.

4. A system as defined in claim 1 wherein said trackway includes a loading station from which said carrier may be dispatched to a selected station, and means on said carrier operable to cause said carrier to travel to said loading station and to prevent stepping lof said stepping relay as the carrier travels to said loading station.

References Cited by the Examiner UNITED STATES PATENTS Re. 21,488 6/40 Haupt 246-231 1,097,160 5/ 14 Balzer 246-32 1,286,707 12/ 18 `lldichener 246-242 1,381,317 6/21 Loughrid-ge 104-88 1,986,634 1/35 Hehre 246-31 1,986,635 1/35 Hehre 246-31 2,201,013 5/ 40 Rosenthal 104-88 2,614,506 10/52 Mullerheim 104-88 2,688,934 9/54 Quail 104-88 2,714,355 8/55 Benson 104-88 2,803,333 8/57 Freeman.

2,902,945 9/59 Simon 104-88 2,909,128 10/59 Keen 104-88 2,918,881 12/59 Klamp 104-88 EUGENE G. BOTZ, Primary Examiner.

JAMES S. SHANK, LEO QUACKENBUSH,

Examiners. 

1. A CARRIER SYSTEM COMPRISING A CLOSED LOOP TRACKWAY, A CARRIER SUPPORTED ON AND MOVABLE ALONG THE TRACKWAY, A PLURALITY OF UNCODED GROUPS OF CONTROL AREAS ALONG THE TRACKWAY AT EACH OF WHICH AREAS A CARRIER CONTROLLING OPERATION MAY BE PERFORMED, SAID CARRIER ENCOUNTERING A PLURALITY OF SAID GROUPS IN SEQUENCE AS IT TRAVELS ALONG THE TRACKWAY, A SINGLE RESETTABLE STEPPING RELAY ON SAID CARRIER FOR COUNTING THE CONTROL AREAS IN EACH OF SAID GROUPS AS THE CARRIER TRAVELS ALONG THE TRACKWAY, SAID RESETTABLE STEPPING RELAY INCLUDING A PLURALITY OF CONTACTS, A CONDUCTIVE MEMBER MOVABLE FROM AN INITIAL POSITION TO ENGAGE THE CONTACTS, A STEPPING COIL ENERGIZABLE TO ADVANCE SAID MEMBER, MEANS FOR HOLDING THE MEMBER IN THE POSITION TO WHICH IT IS ADVANCED WHEN SAID STEPPING COIL IS DE-ENERGIZED, AND A RESETTING COIL ENERGIZABLE TO RESET SAID MEMBER TO ITS INITIAL POSITION, CONTROL MEANS ON SAID CARRIER ACTUATABLE TO EFFECT ENERGIZATION OF SAID STEPPING COIL TO ADVANCE SAID MEMBER, A SEPARATE UNCODED TRIPPER MEANS AT EACH OF SAID CONTROL AREAS FOR ACTUATING SAID CONTROL MEANS TO ENERGIZE SAID STEPPING COIL TO PROGRESSIVELY ADVANCE SAID MEMBER AT EACH CONTROL AREA, A PLURALITY OF ADJUSTABLE PRESELECT DEVICES ON SAID CARRIER FOR SELECTING A SEPARATE COUNT OF CONTROL AREAS IN EACH OF SAID GROUPS WHICH SAID CARRIER PROGRESSES THROUGH AND AT WHICH A CARRIER CONTROLLING OPERATION IS TO BE PERFORMED, EACH OF SAID PRESELECT DEVICES INCLUDING A PLURALITY OF CONTACTS AND A CONDUCTIVE MEMBER SETTABLE TO ENGAGE A SELECTED ONE OF SAID CONTACTS, CORRESPONDING CONTACTS OF SAID PRESELECT 